Identifying Viral Infections through Analysis of Head space Volatile Organic Compounds.

BACKGROUND: Volatile organic compounds (VOCs) produced by human respiratory cells reflect metabolic and pathophysiological processes which can be detected with the use of modern technology. Analysis of exhaled breath or indoor air may potentially play an important role in screening of upper respiratory tract infections such as COVID-19 or influenza in the future. Methods: In this experimental study, air samples were collected and analyzed from the headspace of an in vitro cell culture infected by selected pathogens (Influenza A H1N1 and seasonal coronaviruses OC43 and NL63). VOCs were measured with a real-time proton-transfer-reaction time-of-flight mass spectrometer and a differential mobility spectrometer. Measurements were performed every 12 hours for 7 days. Non-infected cells and cell culture media served as references. Results: In H1N1 and OC43 we observed four different VOCs which peaked during the infection. Different, individual VOCs were also observed in both infections. Activity began to clearly increase after 2 days in all analyses. We did not see increased VOC production in cells infected with NL63. Discussion: VOC analysis seems to be suitable to differentiate the infected cells from those which are not infected as well as different viruses, from another. In the future, this could have practical value in both individual diagnostics and indoor environment screening. .

Towards zero pollution vehicles by advanced fuels and exhaust aftertreatment technologies.

Vehicular emissions deteriorate air quality in urban areas notably. The aim of this study was to conduct an in-depth characterization of gaseous and particle emissions, and their potential to form secondary aerosol emissions, of the cars meeting the most recent emission Euro 6d standards, and to investigate the impact of fuel as well as engine and aftertreatment technologies on pollutants at warm and cold ambient temperatures. Studied vehicles were a diesel car with a diesel particulate filter (DPF), two gasoline cars (with and without a gasoline particulate filter (GPF)), and a car using compressed natural gas (CNG). The impact of fuel aromatic content was examined for the diesel car and the gasoline car without the GPF. The results showed that the utilization of exhaust particulate filter was important both in diesel and gasoline cars. The gasoline car without the GPF emitted relatively high concentrations of particles compared to the other technologies but the implementation of the GPF decreased particle emissions, and the potential to form secondary aerosols in atmospheric processes. The diesel car equipped with the DPF emitted low particle number concentrations except during the DPF regeneration events. Aromatic-free gasoline and diesel fuel efficiently reduced exhaust particles. Since the renewal of vehicle fleet is a relatively slow process, changing the fuel composition can be seen as a faster way to affect traffic emissions.

Particle lung deposited surface area (LDSAal) size distributions in different urban environments and geographical regions: Towards understanding of the PM2.5 dose-response.

Recent studies indicate that monitoring only fine particulate matter (PM2.5) may not be enough to understand and tackle the health risk caused by particulate pollution. Health effects per unit PM2.5 seem to increase in countries with low PM2.5, but also near local pollution sources (e.g., traffic) within cities. The aim of this study is to understand the differences in the characteristics of lung-depositing particles in different geographical regions and urban environments. Particle lung deposited surface area (LDSAal) concentrations and size distributions, along with PM2.5, were compared with ambient measurement data from Finland, Germany, Czechia, Chile, and India, covering traffic sites, residential areas, airports, shipping, and industrial sites. In Finland (low PM2.5), LDSAal size distributions depended significantly on the urban environment and were mainly attributable to ultrafine particles (<100 nm). In Central Europe (moderate PM2.5), LDSAal was also dependent on the urban environment, but furthermore heavily influenced by the regional aerosol. In Chile and India (high PM2.5), LDSAal was mostly contributed by the regional aerosol despite that the measurements were done at busy traffic sites. The results indicate that the characteristics of lung-depositing particles vary significantly both within cities and between geographical regions. In addition, ratio between LDSAal and PM2.5 depended notably on the environment and the country, suggesting that LDSAal exposure per unit PM2.5 may be multiple times higher in areas having low PM2.5 compared to areas with continuously high PM2.5. These findings may partly explain why PM2.5 seems more toxic near local pollution sources and in areas with low PM2.5. Furthermore, performance of a typical sensor based LDSAal measurement is discussed and a new LDSAal2.5 notation indicating deposition region and particle size range is introduced. Overall, the study emphasizes the need for country-specific emission mitigation strategies, and the potential of LDSAal concentration as a health-relevant pollution metric.

High Particle Number Emissions Determined with Robust Regression Plume Analysis (RRPA) from Hundreds of Vehicle Chases.

Particle number emission factors were determined for hundreds of individual diesel and gasoline vehicles in their real operation on Finnish highways and regional roads in 2020 with one-by-one chase measurements and Robust Regression Plume Analysis (RRPA). RRPA is a rapid way to analyze data from a large number of vehicle chases automatically. The particle number emission factors were determined for four ranges of particle diameters (>1.3, > 2.5, > 10, and >23 nm). The emission factors for most of the measured vehicles were observed to significantly exceed the non-volatile particle number limits used in the most recent European emission regulation levels, for both light-duty and heavy-duty vehicles. Additionally, most of the newest vehicles (covering regulation levels up to Euro 6), for which the particle number emission regulations (non-volatile >23 nm particles) apply, showed emission factors of the >23 nm particles clearly above the regulation limits. Although the experiments included measurements of real-world plume particles (mixture of non-volatile and semi-volatile particles) and not only the non-volatile regulated particles, it is important to note that the emissions of regulated particles were also estimated to exceed the limits, based on non-volatile >23 nm particle fraction from curbside studies. Moreover, the emission factors of the >1.3 nm particles were mostly about an order of magnitude higher compared to the >23 nm particles.

Black carbon toxicity dependence on particle coating: Measurements with a novel cell exposure method.

Black carbon (BC) is a component of ambient particulate matter which originates from incomplete combustion emissions. BC is regarded as an important short-lived climate forcer, and a significant public health hazard. These two concerns have made BC a focus in aerosol science. Even though, the toxicity of BC particles is well recognized, the mechanism of toxicity for BC as a part of the total gas and particle emission mixture from combustion is still largely unknown and studies concerning it are scarce. In the present study, using a novel thermophoresis-based air-liquid interface (ALI) in vitro exposure system, we studied the toxicity of combustion-generated aerosols containing high levels of BC, diluted to atmospheric levels (1 to 10 µg/m3). Applying multiple different aerosol treatments, we simulated different sources and atmospheric aging processes, and utilizing several toxicological endpoints, we thoroughly examined emission toxicity. Our results revealed that an organic coating on the BC particles increased the toxicity, which was seen as larger genotoxicity and immunosuppression. Furthermore, aging of the aerosol also increased its toxicity. A deeper statistical analysis of the results supported our initial conclusions and additionally revealed that toxicity increased with decreasing particle size. These findings regarding BC toxicity can be applied to support policies and technologies to reduce the most hazardous compositions of BC emissions. Additionally, our study showed that the thermophoretic ALI system is both a suitable and useful tool for toxicological studies of emission aerosols.